U.S. patent application number 15/119812 was filed with the patent office on 2017-03-02 for aircraft.
This patent application is currently assigned to IAT 21 INNOVATIVE AERONAUTICS TECHNOLOGIES GMBH. The applicant listed for this patent is IAT 21 INNOVATIVE AERONAUTICS TECHNOLOGIES GMBH. Invention is credited to Meinhard Schwaiger.
Application Number | 20170057630 15/119812 |
Document ID | / |
Family ID | 52472335 |
Filed Date | 2017-03-02 |
United States Patent
Application |
20170057630 |
Kind Code |
A1 |
Schwaiger; Meinhard |
March 2, 2017 |
AIRCRAFT
Abstract
The invention relates to an aircraft comprising a fuselage (1),
a plurality of propeller units (3) that can pivot in relation to
the fuselage (1), and wings (5) that can pivot at least partially
in relation to the fuselage (1) and independently of the propeller
units (3).
Inventors: |
Schwaiger; Meinhard; (Linz,
AT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
IAT 21 INNOVATIVE AERONAUTICS TECHNOLOGIES GMBH |
LINZ |
|
AT |
|
|
Assignee: |
IAT 21 INNOVATIVE AERONAUTICS
TECHNOLOGIES GMBH
LINZ
AT
|
Family ID: |
52472335 |
Appl. No.: |
15/119812 |
Filed: |
February 17, 2015 |
PCT Filed: |
February 17, 2015 |
PCT NO: |
PCT/EP2015/053294 |
371 Date: |
September 14, 2016 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B64D 27/04 20130101;
B64C 3/56 20130101; B64C 2201/044 20130101; B64C 2201/162 20130101;
B64C 27/20 20130101; B64C 39/024 20130101; B64D 2211/00 20130101;
B64D 27/24 20130101; B64C 27/026 20130101; B64C 2201/108 20130101;
B64C 2201/102 20130101; B64C 29/0033 20130101; B64C 3/385 20130101;
B64C 2201/042 20130101; B64D 2027/026 20130101; B64C 2201/027
20130101 |
International
Class: |
B64C 29/00 20060101
B64C029/00; B64C 3/56 20060101 B64C003/56; B64C 27/02 20060101
B64C027/02; B64C 39/02 20060101 B64C039/02; B64D 27/04 20060101
B64D027/04; B64D 27/24 20060101 B64D027/24; B64C 3/38 20060101
B64C003/38; B64C 27/20 20060101 B64C027/20 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 18, 2014 |
AT |
A 50121/2014 |
Claims
1. An aircraft having an aircraft fuselage and multiple propeller
units, which are arranged so they are pivotable in relation to the
aircraft fuselage, and having airfoils, which are at least
partially pivotable in relation to the aircraft fuselage and
independently of the propeller units, wherein the propeller units
are provided within airfoils or within the aircraft fuselage.
2. The aircraft according to claim 1, wherein 3 to 10 propeller
units are provided.
3. The aircraft according to claim 1, wherein the propeller units
each have a protective frame.
4. The aircraft according to claim 1, wherein the propeller units
are pivotable in relation to the aircraft fuselage about a pivot
angle which is approximately 90.degree. in both directions starting
from a middle position.
5. The aircraft according to claim 1, wherein the propeller units
are pivotable in relation to the aircraft fuselage about a pivot
axis, which is arranged in parallel to the transverse axis of the
aircraft.
6. The aircraft according to claim 1, wherein the propeller units
are gimbal mounted in relation to the aircraft fuselage.
7. The aircraft according to claim 1, wherein the propeller units
are electrically driven, and preferably solar cells are provided
for generating electrical energy.
8. The aircraft according to claim 7, wherein a hybrid power supply
is provided, consisting of fuel cells or internal combustion engine
and generator for generating electrical energy.
9. The aircraft according to claim 1, wherein the propeller units
are driven by at least one internal combustion engine.
10. The aircraft according to claim 1, wherein the airfoils are
pivotable in relation to the aircraft fuselage about an axis which
is arranged in parallel or at an acute angle in relation to the
transverse axis of the aircraft.
11. The aircraft according to claim 1, wherein the airfoils are
arranged in a collapsible manner.
12. The aircraft according to claim 1, wherein the airfoils can be
moved into a helical pivoted position, in which lift is generated
during a rotation of the aircraft about its vertical axis.
13. The aircraft according to claim 1, wherein the event of a
failure of individual drive units, the aircraft is put into
autorotation by mutual pivoting of the airfoils and vertical
sinking of the aircraft and an impact on the ground can be
moderated in that the airfoils are adjusted in a timely manner
opposite to the first pivot and a lift can be generated by the
rotational energy.
14. The aircraft according to claim 1, wherein propeller units can
be arranged in a rigid or movable manner on the airfoil.
15. The aircraft according to claim 1, wherein the aircraft can
assume a stable stand on the ground by means of the airfoil.
16. The aircraft according to claim 1, wherein aircraft can take
off vertically having collapsed airfoils and can unfold the
airfoils in the hovering state, wherein the aircraft can preferably
transition from the hovering state into stable forward flight and
can assume a high flight velocity with extremely minimal flow
resistance.
Description
[0001] The present invention relates to an alternative VTOL
aircraft, which can take off and land vertically, assume a hovering
state, rotate about any spatial axis, move in any direction in the
air, and achieve a higher flight velocity in forward flight with
higher efficiency than known helicopters and
quadrocopters/multi-copters. The aircraft according to this
invention essentially consists of an aircraft fuselage, on which
multiple, preferably 3 to 10 propeller units, can be pivoted
independently of one another about an axis perpendicular to the
axis of rotation of the propellers. In a further preferred
embodiment, the aircraft fuselage is supplemented with a pivotable
wing unit, which provides the aircraft with a flight characteristic
similar to a planar aircraft in forward flight.
[0002] Aircraft embodied as quadrocopters (z. B. KR 101199536, EP
2497555 D'Haeryer Frederic), U.S. 2011/0299732 (Jonchery Claire),
WO 2013/1445078 (Callou Francois), KR 20120065546 (Joo Byung Kyu),
KR 100812756 (Kang Min Sung), KR 100812755 (Kang Min Sung), CZ
26152 (Klekner Ota), CN20132236591 (Chen Jiayan), RU 2500577
(Kuzmich Borzenko Jakov)) having four propeller units or
multi-copters having more than four propeller units, which are each
rigidly connected to the aircraft, correspond to the prior art. The
thrust and the rotor torque per propeller is varied and the
aircraft is controlled by individual variation of the propeller
speed or pitch. It can therefore take off and land vertically in a
defined manner, rotate about the vertical axis, or be pivoted about
a transverse axis and flown in a defined direction. In this case,
the vertical lift is also generated via the propellers in forward
flight and a proportional force component is used for the actual
forward flight by inclination of the entire aircraft about a
defined angle. Such systems have the disadvantage of the
comparatively small proportion of force which can be utilized for
forward flight and the low forward velocity and/or low efficiency
linked thereto.
[0003] A configuration is known from KR 20120060590 (Jung Seul), in
which the propeller units can be pivoted by 90.degree. in relation
to the vertical axis of the aircraft, so that the aircraft can be
displaced in a defined direction on the ground by means of the
freely rotating wheels of the chassis. In the flight state, the
vertical lift is generated in a known manner via the propeller
units according to this description.
[0004] A configuration is known from CN 103359283 (Xian Bin), in
which the aircraft is embodied having three propeller units, which
can additionally be pivoted.
[0005] A configuration having four rotors is known from DE
202013008284 (Borner Siegfried), wherein three smaller rotors are
arranged in a lower plane and one larger rotor is arranged in a
plane located above it. By means of additional flow guiding units
below the smaller rotors and/or via a pivot movement of the smaller
rotors, the aircraft can additionally be controlled in a defined
flight direction.
[0006] A quadrocopter configuration is known from ES 2326201
(Porras Vila), which displays four rigidly arranged propeller units
and four pivotable flow guiding units below the propeller units, so
that the air flow of the propeller can be controlled toward the
front or toward the rear. The flow guiding units are not suitable
as airfoils, however.
[0007] An aircraft configuration is known from U.S. Pat. No.
5,000,398 (Rashev Michael S.), in which the vertical lift is
generated using rigidly arranged rotor units and a forward thrust
can be generated using additional engines. The fuselage of the
aircraft is provided for accommodating a larger load (for example,
an aircraft) and airfoils in the actual meaning are absent.
[0008] An aircraft configuration is known from U.S. Pat. No.
5,419,514 (Ducan Tery A.), which is embodied having an aircraft
fuselage having four airfoils, on the ends of each of which a
pivotably embodied ducted fan is arranged. The airfoils are rigidly
connected to the aircraft fuselage.
[0009] An aircraft configuration is known from EP 2 690 012 (Fink
Axel), which is embodied having an aircraft fuselage, on which a
main rotor is provided approximately in the mass center of gravity,
and having four airfoils, on each of the front two ends of which a
pivotably embodied ducted fan is arranged. The airfoils are rigidly
connected to the airfoil fuselage.
[0010] An aircraft configuration is known from EP 2 690 011 (Fink
Axel), which is embodied having an aircraft fuselage, on which a
main rotor is provided approximately in the mass center of gravity,
and having four airfoils, on each of the front larger airfoils of
which a propeller is rigidly arranged in the flight direction. The
airfoils are rigidly connected to the airfoil fuselage.
[0011] An aircraft configuration is known from EP 2 690 010 (Fink
Axel), which is embodied having an aircraft fuselage, on which a
main rotor is provided approximately in the mass center of gravity,
and having two airfoils, which are connected via a double fuselage,
on each of the rear airfoils of which a thrust propeller is rigidly
arranged. The airfoils are rigidly connected to the aircraft
fuselage.
[0012] An aircraft configuration is known from EP 2 666 718 (Eglin
Paul), which is embodied having an aircraft fuselage, on which a
main rotor, embodied as a coaxial rotor, is provided approximately
in the mass center of gravity, and having four airfoils, on the
front larger airfoils of which a propeller is rigidly arranged in
the flight direction. The airfoils are rigidly connected to the
aircraft fuselage.
[0013] An aircraft configuration is known from RU 2502641 (Durov
Dmitrij Sergeevich), which is embodied from two aircraft fuselages
arranged in parallel, on which three rotors are arranged, and
having airfoils, on the rear airfoils of which ducted fans are
rigidly arranged and generate a forward thrust. The airfoils are
rigidly connected to the aircraft fuselage.
[0014] An aircraft configuration is known from KR 20130126756 (Kroo
Ilan), which is embodied having an aircraft fuselage, on which
multiple vertical propellers arranged in series are arranged
laterally, and having four airfoils, on each of the rear two
airfoils of which a propeller is rigidly arranged. The airfoils are
rigidly connected to the aircraft fuselage.
[0015] A flying wing design is known from CN 103318410 (Wang Jin),
which is embodied having two pivotable propellers and can execute
vertical takeoff and landing and also forward travel.
[0016] An aircraft configuration is known from U.S. 20130327879
(Scott Mark W.), which is embodied as a helicopter having a main
rotor and a tail rotor, which can be pivoted about its axis of
rotation. The pivotable tail rotor stabilizes the aircraft hovering
state and can additionally generate horizontal thrust in the flight
direction.
[0017] An aircraft configuration is known from RU 2500578
(Nikolaevich Pavlov Sergej), which is embodied having an aircraft
fuselage, on which a main rotor is provided approximately in the
mass center of gravity, having two propeller units, which are
arranged in the front region laterally in relation to the aircraft
fuselage and in parallel to the flight direction, for the forward
thrust, and having two pivotable airfoils in the rear region.
[0018] Multiple aircraft configurations are known from WO
2003/029075 (Milde Karl F. Jr.), in which rigid airfoils are
arranged on an aircraft fuselage and multiple ducted fans are
connected to the airfoils or integrated into the airfoils,
respectively, these ducted fans additionally being embodied having
flow guiding units.
[0019] An aircraft is known from DE 1481620 (Lariviere Jan Soulez),
in which two rigid airfoils are arranged on the aircraft fuselage,
on the ends of each of which a pivotable ducted fan is arranged,
which enables vertical takeoff and landing and also forward flight,
but not a stable transition from the hovering state into the
forward flight.
[0020] An aircraft is known from U.S. Pat. No. 8,016,226 (Wood
Victor A.), which consists of an aircraft fuselage having
integrated rigid airfoils, in which four pivotably mounted ducted
fans are integrated and ailerons and elevators are provided for
stabilization in forward flight. In this configuration, the rigid
airfoils cause a high flow resistance in vertical climb.
[0021] An aircraft configuration is known from U.S. Pat. No.
8,152,096 (Smith Frick A.), which consists of an aircraft fuselage
having rigid airfoils and is additionally equipped on the fuselage
and on two additional airfoils in the front part of the aircraft
with pivotable ducted fans. In this configuration, the rigid
airfoils cause a high flow resistance in vertical climb and result
in instability.
[0022] An aircraft configuration is known from U.S. Pat. No.
6,892,980 (Kawai Hideharu), which consists of an aircraft fuselage
and two lateral elongated rigid airfoil structures, which form four
corners, on each of which a pivotable jet engine is arranged. In a
second embodiment variant, multiple engines oriented downward are
arranged in the wing root of a conventional passenger aircraft. In
this configuration, the rigid airfoils cause a high flow resistance
in vertical climb and result in instability.
[0023] An aircraft configuration is known from U.S. Pat. No.
3,335,977 (Melitz Ludwig F.), in which two rigid airfoils are
arranged on the aircraft fuselage, in the middle region of each of
which a pivotable ducted fan is arranged, which enables vertical
takeoff and landing and also forward flight, but not a stable
transition from the hovering state into forward flight.
[0024] An aircraft configuration is known from U.S. Pat. No.
3,360,217 (Trotter John C.), on which four rigid airfoils are
arranged on the aircraft fuselage, on the ends of each of which a
pivotable ducted fan is arranged, which enables vertical takeoff
and landing and also forward flight, but not a stable transition
from the hovering state into forward flight. Additional jet engines
are integrated in the rear airfoils for forward flight.
[0025] An aircraft is known from AT 503689 (Naderhirn Michael),
consisting of a rigid flying wing fuselage having three pivotable
engines integrated into the airfoil.
[0026] An aircraft configuration is known from U.S. Pat. No.
3,084,888 (Hertel H.), in which two rigid airfoils and multiple
engines are arranged on the aircraft fuselage, which can be pivoted
and enable vertical takeoff and landing and also forward
flight.
[0027] An aircraft configuration is known from DE 1926568 (Nachod
James Henning), in which two rigid airfoils are arranged on the
aircraft fuselage, on the ends of which pivotable propellers are
located, and engines for forward thrust are arranged in the tail
region of the aircraft, so that vertical takeoff and landing and
also forward flight are possible, but not a stable transition from
the hovering state into forward flight.
[0028] An aircraft configuration is known from U.S. 20130256465
(Smith Dudley E.), in which two rigid airfoils are arranged on the
aircraft fuselage, on the ends of which pivotable rotors are
arranged, which enable vertical takeoff and landing and also
forward flight, but not a stable transition the hovering state into
forward flight.
[0029] An aircraft configuration is known from WO 2005/037644
(Dzerins Peteris), embodied as a multi-copter having pivotably
arranged propellers, so that vertical takeoff and landing and also
forward flight are possible, but not gliding flight, because wing
units are absent.
[0030] An aircraft configuration is known from DE 102011113731
(Euer Hartmut), in which two rigid airfoils are arranged on the
aircraft fuselage, which support pivotable engines, and further
pivotable engines are provided on the aircraft fuselage in the rear
region, so that vertical takeoff and landing and also forward
flight are enabled and also a stable transition from the hovering
state into forward flight.
[0031] An aircraft configuration is known from EP 2 669 195 (Euer
Hartmut), in which multiple drive rotors are arranged on pivot arms
on the aircraft fuselage, which enable vertical takeoff and landing
and also forward flight, and the drive rotors press against the
fuselage for the airfoil in a second position or are accommodated
in the fuselage or the airfoil and which is embodied having a
vertical and lateral tail unit for stabilization in the flight
phase. In a further embodiment variant, the airfoil is pivotable
about an axis transverse to the longitudinal axis of the
aircraft.
[0032] All known aircraft configurations have the disadvantage of
the lack of efficiency in forward flight and/or the absence of
complete 360.degree. maneuverability about every spatial axis
and/or the stable transition from the hovering state into forward
flight.
[0033] The object of the present invention is to define an
aircraft, which can take off and land vertically, assume a hovering
state, rotate about every spatial axis, move in any direction in
the air, and achieve a higher flight velocity at higher efficiency
in forward flight than known helicopters and
quadrocopters/multi-copters. The aircraft is to be as compact as
possible during takeoff and during landing. The aircraft is to
enable safe landing by way of autorotation capability for the case
of failure of the propeller units as a result of a component
failure or a lack of fuel.
[0034] This object is achieved according to the invention in that
the airfoils are pivotable at least partially in relation to the
aircraft fuselage and independently of the propeller units.
[0035] Because multiple propeller units are arranged so they are
pivotable in relation to a rigid aircraft fuselage and the
individually generated thrust vectors can be guided in any
arbitrary direction, the direction of the thrust vector is aligned
approximately in parallel to the flight direction in forward
flight. With additionally provided airfoils on the fuselage, the
required lift is generated in forward flight and a higher
efficiency is achieved in forward flight in relation to known
helicopters and quadrocopters/multi-copters. In a further preferred
embodiment variant, the airfoils are pivotable about an axis of
rotation, so that in vertical climb (vertical takeoff) and/or
during the landing maneuver, a higher efficiency and precision can
be achieved.
[0036] The number of the propeller units is 3 to 10, so that a
stable flight attitude is possible during vertical takeoff and
vertical landing, in the hovering state, and in the transition
range from the hovering state into forward travel or from forward
travel into the hovering state, respectively, in contrast to
alternative aircraft having only two propeller units, in which the
stability is first enabled in the flight attitude above a critical
flight velocity.
[0037] Furthermore, the failure of a single propeller can be
tolerated better with a higher number of propeller units.
[0038] The propeller units are preferably provided within airfoils.
The arrangement of the propeller units within airfoils enables
targeted influencing of the aerodynamics of the aircraft.
[0039] The alternatively provided arrangement of the propeller
units within the overall aircraft structure or within the airfoils,
respectively, enables a moderate collision with obstructions
without risk of damage to the aircraft (for example, touching rock
walls, docking on vertical walls, flying through small openings in
buildings, for example, windows, . . . ).
[0040] The arrangement of the propeller units within a protective
frame increases the safety of the aircraft in the event of moderate
collision with obstructions, but also enables touching of the
aircraft in operation without risk of injury to persons.
[0041] In the preferred embodiment variant, the propeller units are
arranged so they are pivotable in relation to the aircraft fuselage
about a pivot angle which is approximately 90.degree. in both
directions starting from a middle position. Therefore, in addition
to vertical takeoff and landing and in forward flight, a thrust
reversal is possible, which enormously improves the agility, on the
one hand, but also enables suctioning onto a fixed underlying
surface.
[0042] The propeller units are pivotable in relation to the
aircraft fuselage about a pivot axis, which is arranged in parallel
to the transverse axis of the aircraft, and this is true
independently for each individual propeller unit, so that the most
extreme flight maneuvers and turning with very small turning radii
are enabled.
[0043] Assistance of the agility and maneuverability of the
aircraft is achieved in that the propeller units are gimbal mounted
in relation to the aircraft fuselage.
[0044] An increase of the failure safety and a reduction of the
complexity of the aircraft are enabled in that the propeller units
are electrically driven and can be individually controlled.
[0045] A simplified power transmission to the individual propeller
units is possible by way of electrical power supply. As a result of
the limited capacitances and the high weights of present typical
electrical accumulators (batteries), a hybrid power supply,
consisting of fuel cells or internal combustion engine and
generator for generating electrical energy, is provided in a
further embodiment variant.
[0046] Ranges and usage times of both manned and also unmanned
aircraft are of enormous significance, because of which solar cells
are also provided for generating electrical energy.
[0047] Ranges and usage times having autonomous power supply on
board are advantageously possible by means of propeller units which
are driven by at least one internal combustion engine.
[0048] The increased agility of the aircraft, on one hand, and also
the high efficiency in forward flight is possible in that the
airfoils are pivotable about an axis in relation to the aircraft
fuselage, which axis is arranged in parallel or at an acute angle
in relation to the transverse axis of the aircraft and, in
economical forward flight, the airfoil is adjusted at an adjustment
angle which enables the most minimal possible flow resistance with
optimum lift.
[0049] Takeoff and landing in extremely constricted space and also
a particularly small radar signature are provided in that the
airfoils are arranged so they are collapsible.
[0050] Reaching higher altitudes than using known
helicopters/quadrocopters/multi-copters is possible in that the
airfoils can be moved into a helical pivoted position, in which in
the event of a rotation of the aircraft about its vertical axis
and/or about an axis parallel to the vertical axis, but outside the
aircraft, vertical lift is generated for a climb with low energy
use (similarly to an eagle "spiraling" in the air).
[0051] The invention will be described in greater detail hereafter
on the basis of Figures 1 to 5:
[0052] FIG. 1 shows an aircraft according to the invention,
consisting of an aircraft fuselage 1, an outer protective frame 2
(not absolutely required), multiple, preferably 4 propeller units
3, a pivot unit 4 for each propeller unit 3, the flight direction
6, which is definable by the position of the propeller units and
the possible rotational movements of the aircraft about the
vertical axis 7, transverse axis 8, and longitudinal axis 9.
[0053] FIG. 2 shows the aircraft according to the invention, having
the pivot unit 4 and the pivot movement 4' of the propeller unit 3,
wherein the pivot angle can be greater than +-180.degree..
[0054] FIG. 3 shows the aircraft according to the invention in a
view from above in an embodiment variant having airfoils 5, which
are rigid or, according to a further embodiment variant, can be
pivoted along a pivot axis 5' about a pivot angle 5'', preferably
in the range +/-90.degree.. The aircraft is located in the flight
direction 6 in forward travel and the propeller units 3 are aligned
in the flight direction.
[0055] FIG. 4 shows the aircraft according to the invention
according to FIG. 3 in a side view. The airfoils 5 are adjusted by
the adjustment angle 5'' opposite to the flight direction for
optimum lift generation.
[0056] FIG. 5 shows the aircraft according to the invention in
optimum forward flight having adjusted airfoils 5, which are
arranged on the aircraft fuselage 1. The propeller units 3 and the
pivot unit 4 can be protected by a protective frame 2. The aircraft
fuselage 1 and the protective frame 2 can have an aerodynamic
shape.
[0057] FIG. 6 shows the aircraft according to the invention having
laterally collapsed airfoils for particularly small external
dimensions, for example, as can be required for a landing maneuver
in an extremely small space.
[0058] FIG. 7 shows the aircraft according to the invention having
airfoils adjusted in opposite directions, so that the aircraft can
be set into a rotation about the vertical axis, to be moved
vertically similarly to a propeller or, in the event of a failure
of the propeller units, can simultaneously be set into rotation
about the vertical axis in the freefall downward 6 in the vertical
direction and can absorb an impact by counter action in a timely
manner of the airfoil inclination while utilizing the rotational
energy.
[0059] FIG. 8 shows the aircraft according to the invention in a
further embodiment variant, in which individual propeller units 3
are arranged directly on the airfoil, having collapsed airfoil for
stable standing on the ground, for example, during a takeoff
procedure or during a safe landing in a small space.
[0060] FIG. 9 shows the aircraft according to the invention in the
further embodiment variant according to FIG. 8, in which individual
propeller units 3 are arranged directly on the airfoil and the
airfoils have been unfolded after the takeoff procedure.
[0061] FIG. 10 shows the aircraft according to the invention in the
further embodiment variant according to FIG. 8, in which individual
propeller units 3 are arranged directly on the airfoil and the
airfoils have been unfolded after the takeoff procedure, in forward
flight, wherein the aircraft behaves in this flight phase similarly
to a classical planar aircraft (for example, powered glider) having
low flow resistance.
[0062] An essential aspect of the invention is also that the
aircraft can be embodied free of tails or stabilization
surfaces.
* * * * *